Internal combustion engine



Nov. 8, 1932. 1.. M. WOOLSON 11,886,443

INTERNAL COMBUSTION ENGINE Filed March 28. 1930 gwuvntoz DUNEL M WEI/150M fie-2E- Patented Nov. 8, 1932 UNITED STATES PATENT OFFICE.

LIONEL M. WOOLSON, OE DETROIT, MICHIGAN, ASSIGNOR 'IO PACKARD MOTOR CAR COMPANY, OF DETROIT, MICHIGAN, A CORPORATION OF MICHIGAN INTERNAL COMBUSTION ENGINE Application filed March 28, 1930. Serial No. 439,799.

This invention relates to internal combustion engines and more particularly to the control of the air charges and the exhaust.

In engines of the type utilizing a single port and a conduit associated therewith to receive air at one end and to expel the exhaust at the other end, the exhaust leaves the port under pressure such that it will travel forwardly as well as rearwardly, and I have found that a portion of the exhaust escapes through the inlet end of the conduit. Such escape of exhaust through the intake end of the conduit is objectionable because, with the engine arranged in advance of the position of the operator, the gases and unburned'oil are carried against the windshield or into the face of the operator thus obscuring vision and being otherwise obnoxious.

To eliminate the above mentioned disadvantages, it is an object of my invention to provide an engine porting of the above character in which exhaust moving toward the air inlet is redirected toward the exhaust out-- let.

Another object of the invention is to provide an engine, of the character set forth, with a deflector arranged in the inlet end of the conduit to deflect the exhaust rearwardly and to speed up the inlet of air through the restricted passage in the conduit formed by the deflector.

Another object of the invention is to provide an engine of the character described in which air charges are speeded up intheir passage through a conduit which leads to an inlet port.

A further object of the invention is to provide an engine, of the character set forth, with a combined air inlet and exhaust outlet conduit which is formed to cause eddying of the exhaust gas moving in a direction toward the inlet so that the course is changed toward the exhaust outlet.

These and other objects of the invention will appear from the following description taken in connection with the drawing, which forms a part of this specification, and in which:

Fig. 1 is a plan view of a cylinder, partially in section, illustrating my invention;

Fig. 2 is a vertical sectional view of the cylinder taken on the line 22 of Fig. 1.

Referring to the drawing by characters of reference, 10 represents a cylinder of an in ternal combustion engine having an integral head 11 which with the pist0n 12 forms a combustion chamber 13. Secured to the head 11, by means of cap screws 14, is an auxiliary head 15. The cylinder illustrated is of the air-cooled type and is provided with cooling fins 16, while the auxiliary head 15 is provided with cooling fins 17.

In order that the air may be drawn into the combustion chamber and the exhaust expelled therefrom, I provide a single Venturi port or passage 18 which extends through the auxiliary head 15 and the integral head 11 associated with the cylinder. The outer portion of the passage is formed by a neck 19 which extends from the auxiliary head, and as an integral part thereof, in a plane transversely of the direction of air flow past the cylinder.

Formed integrally with the neck 19 and extending in the direction of the air flow, which is transversely to the end of the passage 18, is a conduit 20 having a front intake end 21 and a rear exhaust outlet end 22. If desired, a suitable connection can be made from the conduit to an exhaust manifold. A valve 23 is associated with the inner end of the passage 18 in order to establish or close com munication between the combustion space and the conduit. Such valve is normally held in a closed position by springs 24 and is opened by conventional engine driven mechanism (not shown). It will be understood that the valve is open during the air intake and the exhaust periods of the engine operation.

When an air charge has been drawn into the combustion chamber and is partially compressed, a fuel charge is injected into the combustion space through the nozzle 25, and the compression stroke continues causing combustion by the heat of compression.

When the burnt gas is expelled through the passage 18 by the exhaust stroke of the piston, the force is such that the major portion strikes the wall of the conduit opposite the junction of the passage 18 with the conduit, whereupon a portion of the exhaust moves forwardly and another portion moves rearwardly. The force behind the exhaust which moves forwardly is suiiicient to overcome the pressure of the air entering the conduit, and with the structure so far described, more or less of the exhaust will flow through the air inlet end of the conduit. The exhaust escaping through the forward end 21 of the conduit will be deflected rearwardly, thus spattering the windshield with unburned oil and subjecting the operator or passengers in the vehicle, propelled by the engine, to obnoxious fumes.

It is the main purpose of this invention to control the exhaust, in an engine of the character described, so that the escape thereof through the forward or inlet end of the air intake conduit is substantially eliminated. To this end, I provide the conduit with a restriction in the form of a baflie 26 which is preferably formed integral therewith. The baffle is arranged in advance of the junction between the passage 18 and the conduit, and projects at a rearward angle across substantially one-half of the diameter of the passage through the conduit. This form of bafiie provides two functions, it serves to cause the rearward deflection or a rearward eddying of the exhaust gas which has moved forwardly in the conduit from the passage 18. It also serves to provide a restriction in the conduit of a. form such that, while the volume of air which would normally pass through the conduit is reduced, the movement of the air that does pass thereby is greatly increased. In this manner, even though the conduit is restricted, suflicient air can be drawn into the combustion space to promote combustion of the maximum fuel injection.

It will be further noted that the inclination of the baffle 26 serves to direct the incoming air toward the passage 18 in order to ensure delivery of a suflicient quantity of air to the cylinder, and that the direction of the exhaust gas as indicated by the general trend of the arrows is such that the rear portion of the conduit 20 as defined by the wall of the conduit directly opposite the passage 18 is inclined rearwardly to some extent in the direction of movement of the gas.

Differently stated, the axis of the passage 18 forms with the axis of the rear portion of the conduit 20 an obtuse angle which facilitates expulsion of the exhaust gas from the rear of the conduit 20. The features above enumerated all contribute to the maintenance of a steady flow of air and exhaust gas through the conduit from the forward to the rearward end thereof and any tendency of the exhaust gas to discharge from the front end of the conduit 20 is effectively prevented.

While I have herein described in some detail a specific embodiment of my invention,

which I deem to be new and advantageous and may specifically claim, I do not desire it to be understood that my invention is limited to the exact details of the construction, as it will be apparent that changes may be made therein wlthout departing from the spirit or scope of my invention.

What I claim is:

1. In an internal combustion engine having a port leading into the combustion space for the intake of air and expulsion of exhaust, a conduit extending transversely of the port and communicating therewith intermediate its ends, one-end of the conduit serving as the combustion air intake and the other end as an exhaust gas outlet, and a deflector in the conduit intermediate the air inlet end and the junction with the engine port forming a gradually constricted portion in said conduit, said portion being directed toward said port.

2. In an internal combustion engine having a port leading into the combustion space through which air charges are admitted and exhaust gas expelled, a conduit extending transversely of and communicating with the port, one end of the conduit serving as the combustion air inlet and the other end of the conduit serving as the exhaust outlet, and means extending rearwardly within and partially across the conduit toward the port on the forward side of the port.

3. In an internal combustion engine having a port leading into the combustion space through which combustion air charges are admitted and exhaust gas expelled, a conduit extending transversely of and communicating with the engine port, said conduit being open to atmosphere at both ends, and a deflector formed integral with the conduit and extending partially across that side of the conduit which is opposite the port end and intermediate the junction of the engine port and the air inlet end, said conduit being unrestricted except for the deflector.

4. In an internal combustion engine having a port leading into the combustion space through which combustion air charges are admitted and exhaust gas expelled, a conduit extending transversely of and connected with the engine port intermediate its ends, one end of the conduit serving as the air inlet entrance and the other end of the conduit serving as the exhaust outlet, and a deflector in the conduit intermediate the port connection and the air inlet extending partially across one side of the interior of the conduit and at an angle toward the outlet end at its free end.

5. In an internal combustion engine having a port leading into the combustion space throughwhich combustion air charges are admitted and exhaust gas expelled, a conduit in alignment with the direction of air flow past the engine and connected with the port intermediate its ends, one end of the conduit serving as the air entrance and the other end as the exhaust outlet, and a baflie secured to and extending into the conduit from the wall site the port junction and intermediate t e Junction and the air inlet, the bafiie redirecting exhaust gas moving in the conduit toward the air inlet toward the outlet end.

6. In an internal combustion engine having a port leading into the combustion space through which combustion air charges are admitted and exhaust gas expelled, a conduit in alignment with the direction of air flow past the engine and connected With the port intermediate its ends, one end of the conduit serving as the combustion air intake and the other end as the exhaust outlet, and means in the conduit intermediate the air inlet and the port junction therewith for increasing the velocity of the air and directing it into the end of the port connected with the conduit.

7. In an internal combustion engine having a port leading to the combustzon space through which combustion air charges are admitted and exhaust gas expelled, a conduit open at both ends to atmosphere and communicating intermediate its ends with the engine port, and a baflie extending from one side of the conduit into the passage therein serving to accelerate the movement of air after entering the conduit.

8. In an internal combustion engine having a single port for the combustion space and serving as the intake for combustlon air and as the outlet for exhaust gases, an open conduit extending transversely of the end of the port and connected in closed communication therewith intermediate its end, one end of the conduit serving as an air inlet and the other end of the conduit serving as an exhaust outlet, and a baflie plate in said conduit intermediate the inlet end of the port, said bafile plate closing one-half of the conduit passage on the side opposite the port end and being inclined rearwardly.

9. A Diesel engine having a cylinder provided with a single port serving as an air inlet and exhaust gas outlet and a conduit communicatin with and extending transversely of said port, and arranged to receive a supply of fresh air through the forward end and discharge exhaust gas through the rearward end thereof, the portion of said conduit extending across the port and adj acent the point of delivery of exahust gases thereinto being inclined in the direction of movement of such gases .to increase the tendency to rearward flow of such gases.

10. A Diesel engine having a cylinder provided with a single port serving as an air inlet and exhaust gas outlet and a conduit communicating with and extending transversely of said port, and arranged to receive a supply of fresh air through the forward end and discharge exhaust gas through the rearward end thereof, the portion of said conduit extending across the port and adjacent the point of delivery of exhaust gases thereinto being inclined in the direction of movement of such gases to increase the tendency to rearward flow of such gases, the forward portion of said conduit being inclined toward said port whereby the movement of the fresh air in the direction of the port increases the maximum amount of air which may be drawn into the cylinder.

11. A Diesel engine having a cylinder provided with a single port serving as an air inlet and exhaust gas outlet, a conduit communicating with and extending transversely of said port, and arranged to receive a supply of fresh air through the forward end and discharge exhaust gas through the rearward end thereof, and a gas passage connecting said port and conduit, the axis of said conduit lying substantially in a plane perpendicular to the cylinder axis, the forward end of said conduit being inclined and directed toward the mouth of said passage, and the portion of said conduit extending across the mouth of said passage being inclined in the direction of movement of exhaust gases through the mouth of the passage.

12. A Diesel engine having a cylinder pro vided with a single port serving as an air inlet and exhaust gas outlet and a conduit communicatin with and extending transversely of said port, and arranged to receive a supply of fresh air through the forward end and discharge exhaust gas through the rearward end thereof, the forward portion of said conduit being formed with a crosssectional area gradually decreasing in the direction of the port, whereby the velocity of the incoming current of fresh air is increased to resist movement of exhaust gas forwardly in said conduit, the cross-sectional area of said conduit being materially increased adj acent and to the rear of said port.

13. A Diesel engine having a cylinder provided with a single port serving as an air inlet and exhaust gas outlet, a conduit communicating with and extending transversely of said port, and arranged to receive a supply of fresh air through the forward end and discharge exhaust gas through the rearward end thereof, and a gas passage connecting said port and conduit, said conduit being gradually constricted forwardly of and in the direction of the point of entry of said passage therein, whereby the veloclty of the incoming current of fresh air is increased to resist movement of exhaust gas forwardly in said conduit, the forward portion of said conduit being inclined toward said passage to direct the current of fresh air into said passage.

14. A Diesel engine having a cylinder provided with a single port serving as an air inlet and exhaust gas outlet, a conduit com municating with and extending transversely of said port, and arranged to receive a supply of fresh airthrough the forward end and discharge exhaust gas through the rearward end thereof, and a gas passage connecting said port and conduit, said conduit being gradually constricted forwardly of and in the direction of the point of entry of said passage therein, whereby the velocity of the incoming current of fresh air is increased to resist movement of exhaust gas forwardly in said conduit, the forward portion of said conduit being inclined toward said passage to direct the current of fresh air into said passage, and the rearward portion of said conduit adjacent said passage being enlarged and inclined in the direction of the exhaust gases discharging from said passage.

15. A Diesel engine having a cylinder provided with a single port serving as an air inlet and exhaust gas outlet and a conduit communicating with and extending transversely of said port, and arranged to receive a supply of fresh air through the forward end and discharge exhaust gas through the rearward end thereof, the orward portion of said conduit being formed with a crosssectional area gradually decreasing in the direction of the port, whereby the velocity of the incoming current of fresh air is increased to resist movement of exhaust gas forwardly in said conduit, the cross-sectional area of said conduit being materially increased with respect to the reduced cross-sectional area of the forward portion of the conduit in the vicini of said port.

16. Diesel engine having a cylinder provided with a single port serving as an-air inlet and exhaust gas outlet, a conduit communicating with and extending transversely of said port, and arranged to receive a supply of fresh air through the forward end and discharge exhaust gas through the rearward end thereof, and a gas passage connecting said port and conduit, said conduit being provided with a baflle forming a constrictlon in said conduit forwardly of and in the direction of the point of entry of said passage therein, whereby the velocity of the incoming current of fresh air is increased to resist movement of exhaust gas forwardly in saidconduit, the constriction of the conduit thus a formed being inclined toward said passage to direct the current of fresh air into said passage.

17. A Diesel engine having a cylinder provided with a single port serving as an air inlet and exhaust gas outlet, a conduit communicating with and extending transversely of said port, and arranged to receive a supply of fresh air through the forward end and discharge exhaust gas through the rearward end thereof, and a gas passage connecting said port and conduit, said conduit being provided with a baflle forming a gradually constricted fportion forwardly of and in the direction 0 the point of entry of said passage therein, whereby the velocity of the incoming current of fresh air is increased to resist movement of exhaust gas forwardly in said conduit, the constricted portion thus formed being inclined toward said passage to direct the current of fresh air into said passage, and the rearward portion of said conduit adjacent said passage being enlarged with res ct to said constricted portion and inclined 1n the direction of the exhaust gases discharging from said passa In testimony whereof I a my signature.

' LIONEL M. WOOLSON. 

